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Item 8-A 

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:::::..- Council Meeting: July 10, 2001 Santa Monica, California

TO: Mayor and City Council FROM: City Staff SUBJECT: Recommendation toAdopt a Formal Position on the LosAngeles International Airport Master Plan

INTRODUCTION This report recommends that the City Council adopt aformal position regarding the Los Angeles International Airport Master Plan. BACKGROUND The City of Santa Monica has taken a leadership role in consideration ofthe LosAngeles International Airport (LAX) Master Plan and regional aviation alternatives. In November 1996, the City Council approved a resolution requesting inclusion offixed base operator facilities in the LAX Master Plan in order to limit diversion ofcorporate jets to Santa Monica. InJuly 1997, the City officially requested that the City of LosAngeles= environmental documentation adequately address all ofthe impacts ofthe LAX Master Plan on Santa Monica and the region. In October 1998, the City Council adopted a resolution calling forthe formation ofa Regional Airport Plan for Southern California to allow for a more equitable and environmentally sound distribution ofthe costs and benefits ofairport development. During 1999 and 2000, Councilmember O'Connor served on the Southern California Association ofGovernments (SCAG) Aviation Task Force. The Aviation Task Force considered regional aviation needs and opportunities and developed specific regional airport scenarios. Based on the recommendations ofthe task force, a regional-based approach to aviation was adopted as part ofthe final SCAG Regional Transportation Plan. On January 18,2001, the City of LosAngeles World Airports Departments (LAWA) and the Federal Aviation Administration released the LAX Master Plan and associated Draft Environmental Impact Report / Environmental Impact Statement (DEIR). The Master Plan was prepared by LAWA to address long-term issues ofairport capacity, ground access and environmental impacts. Due tothe complexity of issues and the length ofthe documents, a 180-day review and comment period has been provided, ending on July 25, 2001. The LAX Master Plan The LAX Master Plan describes four project alternatives, asfollows:

• No Project Alternative: This alternative assumes that no new improvements will be http://www.smgov.net!cityclerk/council/agendas/2001/s2001071008-A.htm 5/21/2008PCD:SF:AA:f:\plan\admin\ccreport\laxauth3 Page 2of8

made at LAX before 2015, with the exception ofany projects that are already planned at the airport. No major vehicle access improvements would occur. Capacity and operating constraints would limit future annual passenger growth to 79 million annual passengers (MAP) by2015, the accommodation of3.1 million annual tons (MAT) of cargo by2015 and approximately 2,300 daily operations.
• Alternative A -Added Runway, North: This alternative adds a new runway on the north airfield approximately 400 feet north ofthe existing runways. The efficiency and safety of the taxiway structures on both the north and south airfields would be improved. A new west entrance and terminal with additional aircraft gates, rental carfacilities and parking would be added. A people mover would provide passenger access from a new parking garage and the west terminal to new concourses west ofthe Tom Bradley International Terminal and all other terminals. Cargo facilities would be expanded inthe southeast corner ofthe airport. The improvements included inAlternative Awould enable LAX to accommodate 98 MAP, 4.2 MAT of cargo and approximately 2,700 daily operations by 2015. Major vehicle access improvements would include the LAX Expressway, which would provide direct vehicular access from the San Diego (405) Freeway to an airport ring road. In addition, the Green Linewould be extended into the airport. • Alternative B -Added Runway, South: This alternative adds a new runway tothe south. The existing southern runways would be relocated north in order to increase the lateral spacing between all three runways. Otherwise, this alternative includes the same features associated with Alternative A: taxiway structure improvements, newwest ' entrance and terminal, people mover, cargo facility expansion, LAX Expressway, and Green Line extension. The alternative would accommodate 98 MAP, 4.2 MAT of cargo and approximately 2,700 daily operations by2015, • Alternative C -NoAdditional Runway: LAWA staff is recommending implementation of this alternative, which would not add any additional runways at LAX. The outboard northern runway would be relocated and the inboard northern runway would be lengthened to accommodate larger aircraft. Taxiways would be added tothe two northern and southern airfields to improve safety and operational efficiency. Other features associated with Alternatives A and B, including newwest entrance and terminal, people mover, expanded cargo facilities, LAX Expressway, and Green Line extension, would be included inthis alternative. Completion ofthe improvements included inAlternative C would allow LAXto accommodate 89 MAP, 4.2 MAT ofcargo and approximately 2,300 daily operations by2015. Environmental Impacts Development of LAX inaccordance with Alternative A, Bor Cwill have significant environmental impacts on Southbay and Westside neighborhoods. The NoAction/No Project Alternative will also have dramatic effects ifthe airlines continue to schedule additional flights at LAX until the airfield and adjacent road systems reach complete gridlock. The DEIR identifies many significant and unmitigable environmental impacts associated with the three alternatives inthe areas ofaircraft noise, construction noise, land use, on- and off-airport surface transportation, social impacts, airquality, cultural resources, and human health and safety. In addition, staff has identified several environmental impacts tothe City of Santa Monica that were not addressed inthe DEIR, including traffic and circulation impacts, socioeconomic impacts, timing of mitigation measures relative to airport enhancements, and a variety ofenvironmental impacts associated with shifting ofairtraffic to Santa Monica Airport. Attached isadraft ofstaff's technical comments collected from the relevant City departments.

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DEVELOPING A FORMAL CITY POSITION In adopting aformal position on the LAX Master Plan, there are several important elements to consider, including:

• Implementation of Master Plan Alternatives A, B, or Cwill undoubtedly have significant environmental consequences for Santa Monica and the entire region, including additional traffic pressure on Lincoln Boulevard;

• The No Project / NoAction Alternative could have significant environmental impacts on Santa Monica as increasing airline congestion at LAX diverts even more corporate jets to Santa Monica Airport;

• Master Plan improvements at LAX, including infrastructure improvements such as a people-mover and the Green Line transit extension, will enhance airtravel convenience and options for Santa Monica's residents, businesses and visitors;

• Airports play an important economic role inthe region. Pursuing development of airports throughout the region allows for all areas to accrue economic benefits while more fairly spreading the associated environmental impacts. However, limiting LAX to its current capacity, even ifitisassumed that EIToro Marine Base isdeveloped as a commercial airport, isexpected to have some dampening effects on future airtravel options inthe region, with resultant impacts on future economic growth.

• Several critical traffic-mitigating improvements are programmed for later phases of implementation, while the development of newtraffic-generating on-site airport facilities occur in early phases ofthe Master Plan. As a result, traffic impacts will be exacerbated for many years. Given the variety of issues associated with LAX, there arevariations and permutations ofa formal position that the City Council maywish to consider, including: 1. Opposition to all ofthe LAX Master Plan Alternatives, as currently proposed, due tothe significant and unavoidable environmental impacts associated therewith; 2. Opposition unless the DEIR fully analyzes the environmental consequences ofthe Master Plan and provides acceptable mitigation for impacts on Santa Monica; 3. Opposition unless the Master Plan provides for guaranteed infrastructure, facilities, and airside acreage tofully support transient business aircraft and fixed-base business operations, including a minimum ofthree fixed-base operations for business jets and an exclusive runway forsmall to mid-size jets; 4. Opposition unless the Master Plan phasing provides for surface transportation enhancements to coincide with or precede any airtransportation enhancements; 

### and 5. Opposition unless the relocation and expansion ofthe LAX Transit Center is included as a Master Plan commitment ata location that will promote the use oftransit. On June 25, 2001, the City Council of Culver Cityformally found the DEIR to be inadequate
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and reiterated their formal opposition to capacity expansion at LAX. Inaddition, Culver City and West Hollywood havejoined Santa Monica inthe coalition ofcities supporting a regional airport plan. The City of Beverly Hills has nottaken aformal position on the Master Plan. NEXT STEPS Staff will be submitting technical comments regarding the Master Plan and DEIR prior tothe close ofthe comment period. Ifthe City Council chooses totake aformal position regarding the Master Plan, this position will be conveyed tothe City of LosAngeles and the Federal Aviation Administration during the comment period. Since the release ofthe Master Plan, a new Mayor and several new City Councilmembers have taken office inthe City of LosAngeles. Because Mayor Hahn isexpected to reconsider the scope and approach ofthe LAX Master Plan, itis important that Santa Monica provide technical comments and aformal City position to ensure that these comments and positions are considered with respect to anyfuture iterations ofthe Master Plan. BUDGET/FINANCIAL IMPACT Taking aformal position on the LAX Master Plan will have no impact on the budget.

CEQA ANALYSIS Taking aformal position on the LAX Master Plan does not require independent review under the California Environmental Quality Act (CEQA), asthe proposed project must be analyzed by the appropriate lead agencies, pursuant tothe guidelines of CEQA, prior totaking action on the Master Plan. RECOMMENDATION Itis recommended that the City Council adopt aformal position opposing the Master Plan Alternatives, on the basis that the City ofSanta Monica cannot consider support ofany Master Plan Alternatives unless the following occur: 1)The DEIR fully analyzes the environmental consequences ofthe Master Plan and provides acceptable mitigation for impacts on Santa Monica; 2) The Master Plan provides for guaranteed infrastructure, facilities, and airside acreage tofully support transient business aircraft and fixed-base business operations, including a minimum ofthree fixed-base operations for business jets and an exclusive runway for small to mid-size jets; 3)The Master Plan phasing provides forsurface transportation enhancements to coincide with or precede any airtransportation enhancements; and 4) The relocation and expansion ofthe LAX Transit Center is included as a Master Plan commitment at a location that will promote the use oftransit. Prepared by: Suzanne Frick, Director, Planning and Community Development

Andy Agle, Deputy Director, Planning and Community Development Jeff Mathieu, Director, Resource Management Bob Trimborn, Airport Manager Attachment: Draft staff comments on the LAX Master Plan DEIR/EIS (below)

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ATTACHMENT CITY OF SANTA MONICA STAFF COMMENTS ON LAX MASTER PLAN DEIR DRAFT SURFACE TRANSPORTATION Environmental Impacts and Analysis Figure 4.3.2-4 ofthe DEIR identifies street segments that will experience more airport traffic with implementation ofthe LAWA staff-recommended Alternative C. Several street segments in Santa Monica are identified to receive more airport traffic. However, the DEIR fails to analyze any traffic intersections in Santa Monica, in spite ofour NOP letter's identification of22 intersections in Santa Monica for analysis. The DEIR is clearly flawed inthis analysis ofthe surface transportation impacts ofthe Master Plan. The DEIR analysis relies upon several Master Plan transportation improvements, including the LAX Expressway, people mover, and Green Line transit extension, to help mitigate the Master Plan surface transportation impacts. However, the creation of new on-site airport facilities, including new terminal facilities, is proposed to occur during Phase 1 ofthe Master Plan, while the aforementioned transportation improvements occur after Phase 1.This phasing creates a multi-year period where surface transportation impacts will be severely exacerbated prior to implementation of improvements that help mitigate those impacts. Appropriate Mitigation Measures The DEIR must fully evaluate the surface transportation impacts associated with the Master Plan, and provide mitigation measure to minimize those impacts. Forany Santa Monica intersections that are negatively impacted, mitigation measures that are acceptable tothe City of Santa Monica must be proposed. Any Master Plan improvements that help mitigate the surface transportation impacts of increased passengers and cargo must be implemented prior to development of new terminal facilities. The DEIR forecasts a50 percent increase intransit usage as a result of implementation of Phase I,which includes an improved location forthe transit center and additional fly-away locations. In order to ensure the maximization oftransit possibilities, the siting and development ofa newtransit center must be identified and approved by bus services providers, including the Santa Monica Big Blue Bus.

GENERAL AVIATION Environmental Impacts and Analysis
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A critical concern for Santa Monica isthe impact ofany Master Plan changes on the general

..... aviation (GA) facilities and operations at LAX. Reduction of LAXfacilities and/or displacement ofoperations, particularly business jet operations, create asubstantial impact on other airports inthe basin. This isalready a problem because ofthe congestion and lack ofadequate business jet facilities at LAX. Santa Monica Airport (SMO) has been subjected to increases intransient business jets using our airfield due to inadequate airside and landside facilities at LAX. Additionally these aircraft using Santa Monica Airport are also increasingly ofasize that appear inappropriate inscale and character for both the airport facility and the surrounding community ----- which istightly situated indensely populated residential areas. This represents avery substantial concern and problem which requires any developments at LAX to not only stop the displacement of business jet aircraft but must, infact, return these previously displaced traffic to its proper setting. As the proposed LAX Master Plan repeatedly states, LAX isthe "gateway" facility forthe region and the hub of economic activity. The re-positioning of LAX asthe center of business jet aircraft activity will allow better integration ofconnections and coordination of business travel and meeting. LAX isthe most appropriate setting for business jet aircraft accessing the Southern California area, particularly the westside ofthe region. Business jet aircraft are more appropriately served at LAX as itcan provide for a higher margin ofsafety with longer runway surfaces and safety areas, more high speed turn outs and taxiways, dedicated airspace, continuous tower support and afull complement of emergency facilities and services. The re-focusing of business jet aircraft activity to LAX will provide opportunities for better integration with commercial airoperations, rental cars, customs and better maintenance and support services forsuch aircraft. The DEIR states that under all the development alternatives, including the LAWA staffrecommended Alternative C, the total acreage committed to GAwill be reduced from 14acres to between 5and 6acres. A stunning 62% reduction can only further displace GA operations. Sharing any space with aircarrier maintenance activity would likely diminish oroverwhelm less financially lucrative GAjet service. The continued displacement of GA operations from LAX has had, and will continue to have, significant environmental consequences forthe Santa Monica Airport and the City of Santa Monica. The DEIR must evaluate these environmental impacts, especially inthe areas of noise, surface transportation, airspace safety and air quality. GA has always been avital part of LAX history and should remain so, particularly the business jet aircraft, which are becoming asignificant part ofthe GAfleet. In all ofthe alternatives presented inthe draft LAX Master Plan, the plan indicates an expansion in GAfacilities by increasing total square footage from 144,000 square feet to 244,000 square feet with the addition ofa new 100,000 square foot hangar facility at Sepulveda and Century. However thls is not analyzed inthe DEIR, nor reconciled with the intended reduction ofacreage for GA use. Appropriate Mitigation Measures The DEIR must fully evaluate the environmental impacts associated with decreased GA facilities, and provide mitigation measure to minimize those impacts. Inorder to provide adequate opportunities forthe basing ofbusiness aircraft, aswell asto adequately handle transient business, larger areas of unimpaired space are needed forvehicle parking and
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servicing. We recommend that no reduction in GA-committed space be made. LAWA should provide acovenant or land restriction tothe permanence ofdedicated acreage, expanded facilities and perpetual operating Fixed Base Operations (FBOs) for business jets. LAX should provide forthree FBOs, which would truly allow afull range ofservices and healthy competition. The proposed airside improvements with additional taxiways and aircraft movement areas are ofsignificant importance to improving GA-business jet services. An existing and rapidly growing problem at LAX isthe airfield congestion and related delays resulting in uncertain scheduling and expensive ground "idling." The proposed extensive aircraft taxiway and other movement area improvements could provide readier access to and from runways for GAbusiness jet aircraft. The improved separation of runways could increase the number ofaircraft that can takeoff and land intandem, allowing for better interposition of GA business jet aircraft

---- ifthe additional capacity isn't consumed by "sharing" facilities with air carrier orcargo uses. The dedication ofone runway exclusively forsmall to mid-size jets (small to mid-size interms of LAX but unquestionably large for adjacent GA airports) has great potential to not only stem the rate ofdisplacement of GAjet aircraft, but also to be an affirmative support forthe operations of GAjet aircraft and to provide a positive basis forthe return ofthose previously displaced to SMO. Inorder forthe business community to make appropriate decisions and investments, such as basing jet aircraft operations, the plan needs toformally dedicate a runway to use by GAjet aircraft in perpetuity, otherwise aircarrier and cargo demand will overwhelm the less financially lucrative business jet users. The provision ofadedicated runway for business aircraft would also enhance operations and safety inthe region surrounding LAX. Instrument departures from Santa Monica must be integrated with LAX departures astheir pathways intersect. This requires intense coordination between the two airtraffic control towers and the region and often results inaircraft havingto sit idling for extended periods oftime at Santa Monica waiting clearance at LAX. These aircraft should all be operating under the control and guidance ofasingle tower, which has the essential benefit ofdirect visual contact and asingle voice. Inaddition, the establishment ofa primary business operations center at LAXwill also allow forthe development of more efficient air space planning and procedures for both departures and arrivals. A dedicated GA runway must also have full operational support services such as adedicated instrument landing system, approach lights and airtraffic control tower. Total airside acreage committed to general aviation support facilities must expand beyond the current 14acres in order tofully support general aviation, includinq business jet operations, with afull compliment of both based aircraft and transit parking spaces, executive terminal facilities, vehicle parking and pick-up/drop facilities and transport to rental vehicle sites and local hotels.

The Master Plan must provide for, at minimum, three full-service fixed-base operators specifically for general aviation. The Master Plan must include expanded and enhanced general aviation capacity, services, and facilities, particularly forjet aircraft. An increase in facility space to at least 244,000 square feet should be accomplished as soon as possible. ' Enhanced, fully incorporated and dedicated ground transportation improvements, particularly access roadways and services, to and from general aviation facilities, including general

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aviation 

### Ibusiness user exclusive access roadways and entries, should be incorporated inthe Master Plan. Parking improvement plans must include enhanced vehicular parking, aswell as dedicated drop off/pick up accommodations atall general aviation facilities.

The development ofan operational and business plan isessential forthe maintenance and enhancement of general aviation, particularly with regard to GAjet aircraft operations at LAX, including appropriate long-range feasibility and trend studies. A business plan and aggressive marketing program is necessary to attract and recapture general aviation jet aircraft activity at the earliest possible date. INDUCED SOCIO-ECONOMIC IMPACTS Environmental Impacts and Analysis The DEIR finds that the Master Plan alternatives will induce between 13,000 and 30,000 new households inthe region, including between 2,600 and 4,800 new households in a 10-mile radius. The DEIR concludes that this isasmall amount in comparison to expected total growth inthe region. However, given the high cost of housing inthe region, and particularly inthe Westside areas near LAX, providing affordable housing forthese new households will be a critical local and regional impact. Appropriate Mitigation Measures The DEIR must include measures to mitigate the lack ofavailability ofaffordable housing for new household growth that will be induced bythe Master Plan.

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